System and method for bicycle transmission

ABSTRACT

A system and method for a bicycle transmission. Specifically, a bicycle transmission having a housing with a first shaft passing therethrough; a set of two conical gear assemblies in opposing parallel alignment disposed within the housing, each having a plurality of different sized gears arranged in a progressive order. A first conical gear assembly is engaged about the first shaft. A second conical gear assembly engaged about a second shaft parallel to the first shaft, the second shaft structured and arranged to have at least a proximate position and a distal position relative to the first shaft. A drive belt is disposed generally normally about one of the two conical gear assemblies and passing therebetween, the drive belt engaging a gear from the first conical gear assembly with a gear from the second conical gear assembly when the second conical gear assembly is in the proximal position. At least one drive belt mover structured and arranged to move the drive belt along progressive order of gears when the second conical gear assembly is in the distal position. A transfer gear joined to an end of the second shaft. A method of use is provided as well.

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims the benefit under 34 U.S.C. § 119(e) of U.S.Provisional Application No. 63/311,722 filed Feb. 18, 2022 and entitledSYSTEM AND METHOD FOR BICYCLE TRANSMISSION, the disclosure of which isincorporated herein by reference.

FIELD OF THE INVENTION

The present invention relates generally to a bicycle transmission systemthat can securely house the majority of the transmission shifting systemof a bicycle at the bottom bracket location, without losing any powertransmission efficiency. This provides a much more robust transmissionsystem compared to the state of the art, as the system is protected fromdamage and debris as a result of bicycle riding, especially in off-roadriding. This significantly reduces maintenance time and cost.Furthermore, the present invention provides an industry leading torqueratio range, and other benefits such as shifting under load and instatic condition.

BACKGROUND

The use of mechanisms to allow a cyclist to change the torque ratio ontheir bicycle—e.g. a bicycle transmission—has been employed for manyyears. The most popular system, which employs a derailleur system thatshifts the chain up and down consecutively sized spur gears, has beenaround for over one hundred years. This base design has beenconsistently improved over the years to optimize weight and performance.Other systems, such as gearing mechanisms located in wheel hubs, havebeen commercialized to address the shortcomings of the derailleursystems available.

The continuous improvement on the derailleur system has allowed it tomaintain its superiority in the marketplace, as the improvements made onthe system have focused on successful improvements in efficiency, weightand cost. These three variables are typically considered most importantby cyclists.

However, the derailleur system has inherent design shortcomings. First,the system cannot change gears to change the torque ratio while instatic position. This requires the cyclist to resort to planning aheadto downshift prior to stopping, if there's an option to do so in thefirst place. They may also have to resort to holding up their back tireand cycling the crank until the derailleur can shift the gears, which isdifficult to do and cumbersome.

Second, the derailleur system is exposed to the environment and cyclist,negatively effecting the system efficiency. This creates manysignificant issues, depending on the desired use. The chain drive, whilehighly efficient when clean and lubricated, loses efficiency fairlyrapidly as it collects dirt during use. As a result, the chain driverequires constant cleaning and lubrication to maintain its efficiency.This lubricant can in some cases promote the accumulation of dirt on thechain, not to mention becoming a chronic source of chain grease mess onthe cyclist's leg.

Third, this exposure leads to the derailleur system being vulnerable todamage, or at the very least, falling out of indexing calibration. Thisleads to expensive maintenance costs. This damage can occur as easily asthe cycle falling over from a static or standing position, or morecommonly falling over when riding on challenging terrain.

Wheel hub transmission designs have become fairly popular because thetorque changing mechanism is protected within a sealed housing. Thisaddresses the efficiency and robustness issues of the derailleur system.They also can employ the use of a flexible belt drive between the crankand the hub, which replaces the chain and its associated deficiencies.However, these commercialized designs, such as the Shimano Alfine andthe Rohloff Speedhub, typically have lower starting efficiency,typically don't have the widest torque ratio range and are significantlyheavier than the derailleur designs.

To the latter, the additional weight onto the rear wheel is considered anegative when it comes to mountain bike riding. It adds to the un-sprungweight of the rear suspension (i.e., the more weight in the rear wheeland stays of the bike frame produces more upward inertia when ridingover a bump, which negatively impacts the rear wheel traction), reducingthe suspension performance.

In recent years, newer transmission designs have been commercialized toaddress the shortcomings of the derailleur system. The Enviolo NuVincisystem utilizes a toroidal variator system to provide infinitelyvariable torque options within its range. This system allows the cyclistto dial in their desired ratio, rather than relying on the indexed stepsof the derailleur system, steps which can range from 16-30% on eachindex.

However, the Enviolo NuVinci system has many shortcomings. It issignificantly heavier than the derailleur system, is located in thewheel hub, has a smaller torque ratio range (approximately 352% comparedto the best derailleur system providing up to 550%), and it hassignificantly lower efficiency, due to the inherent limitations of thisvariator requiring significant clamping force on the roller ballsurfaces to keep the engagement from slipping.

Two other designs have been successfully commercialized that employ atraditional gearbox system, utilizing palls to change torque ratios.Both systems require a unique change to the cycle frame to accommodatethe bottom bracket mounting location. The Pinion system has successfullybeen configured into bicycle designs by over one hundred manufacturers.By being located at the bottom bracket location, it centers the weightof the cycle for improved balance and, for rear suspension bikes, itreduces the un-sprung weight.

The latter benefit reduces the upward inertia of the rear wheel andstays set upon hitting a bump, which improves the rear wheels contactand traction with the ground. The Pinion system is available in ratioranges up to 676%, with even indexed steps. The Pinion system alsoallows the cyclist to shift in static position, as it utilizes a pallsystem to change gear ratios. The most significant advantage of thePinion system is that the shifting mechanism is sealed and protected ina housing. Like wheel hub designs, the torque change mechanism isprotected, maintaining system efficiency, reducing maintenance, and riskof damage. It also allows for the use of flexible belt drives.

The downsides of the Pinion design are significant enough to mitigateits full market adoption. First, along with wheel hub designs, thesystem is significantly heavier than the derailleur system, up to 100%more. This is mostly driven by the necessity to use steel for themeshing gears to ensure durability. Second, it cannot shift gears underload very well, which requires the cyclist to delay pedaling while thepall changes gear. This can be a significant issue for mountain bikeapplications, where the cyclist may need to suddenly change gears on asteep or challenging trail without losing momentum.

Due to the pall system, it has effectively a second freewheel, with 14to 22 engagement points. This creates a delay in the engagement of thetorque drive system, which limits the cyclist from being able toeffectively ratchet up difficult obstacles via momentarily reversing thecrank rotation a certain degree and then driving forward. The gearboxdesigns inherently have lower efficiency (90-95%) than a cleanderailleur system due to the inherent losses in the gearbox design.Lastly, the gearbox design, like the wheel hub designs, requiresperiodic oil changes, which has the potential of leaks and adds to thecyclist's maintenance burden.

Another commercialized gearbox design is the Effigear. It has many ofthe same advantages and disadvantages as the Pinion gearbox, but withsome minor differences. It has only 9 gear ratio options, so its torqueratio range is only 469% with large, non-uniform percentage steps inbetween each gear. However, its pall mechanism has 48 engagement points,allowing for a cyclist to more effectively ratchet.

Again, whether it is a road bike, mountain bike, beach cruiser or otherstyle—it is the rider who provides power through his or her legs to makethe bike go—thus moving himself/herself and the bike over the terrainthat is being covered. Additional weight in a transmission systemrequires additional effort to simply be moved. Issues with when and howfast a change in gears can be performed can be not only challenging forthe rider, but very potentially dangerous. And efficiency of the rider'seffort being translated into the mechanical motion of bicycle is quiteimportant to the rider, for again any loss in efficiency essentiallymeans he or she must work harder and/or longer than might otherwise bemost desired.

Hence there is a need for a method and system that is capable ofovercoming one or more of the above identified challenges.

SUMMARY OF THE INVENTION

Our invention solves the problems of the prior art by providing novelsystems and methods for a bicycle transmission that is low maintenance,highly efficient, low weight, compact in size, has a wide torque ratiorange and located at the bottom bracket position for ideal center ofgravity balance.

In particular, and by way of example only, according to at least oneembodiment, provided is a bicycle transmission including: a housing witha first shaft passing therethrough; a set of two conical gear assembliesin opposing parallel alignment disposed within the housing, each havinga plurality of different sized gears arranged in a progressive order,the first conical gear assembly engaged about the first shaft, thesecond conical gear assembly engaged about a second shaft parallel tothe first shaft, the second shaft structured and arranged to have atleast a proximal position and a distal position relative to the firstshaft; a drive belt disposed generally normally about one of the twoconical gear assemblies and passing therebetween, the drive beltengaging a gear from the first conical gear assembly with a gear fromthe second conical gear assembly when the second conical gear assemblyis in the proximal position; at least one drive belt mover structuredand arranged to move the drive belt along the progressive order of gearswhen the second conical gear assembly is in the distal position; and atransfer gear joined to an end of the second shaft.

For yet another embodiment, provided is a bicycle transmissionincluding: a housing with a first shaft passing therethrough; a firstconical gear assembly disposed with the housing and engaged about thefirst shaft, the first conical gear assembly having a plurality of firstgears, each of a different size, arranged in a progressive order; asecond conical gear assembly disposed within the housing and engagedabout a second shaft parallel to the first shaft, the second conicalgear assembly having a plurality of second gears, each of a differentsize, arranged in a second progressive order, opposite to the firstprogressive order, the second shaft having a first end and a second end;a conical gear adjuster disposed comprising: a first eccentric camdisposed in a bearing, the first eccentric cam receiving the first endof the second shaft; a second eccentric cam coupled to a cam rotator,the second eccentric cam receiving the second end of the second shaft,the eccentric cams permitting the second conical gear assembly to haveat least a distal position relative to the first conical gear assemblyand a proximal position relative to the first conical gear assembly asestablished by the cam rotator; a drive belt disposed generally normallyabout one of the two conical gear assemblies and passing therebetween,the drive belt engaging one of the first gears to one of the secondgears when the second conical gear assembly in in the distal position;at least one drive belt mover structured and arranged to move the drivebelt along the progressive order of gears when the second conical gearassembly is in the distal position; and a transfer gear joined to an endof the second shaft.

Still, for yet another embodiment, provided is a bicycle transmissionincluding: a housing with a first shaft passing therethrough; a firstconical gear assembly disposed within the housing and engaged about thefirst shaft, the first conical gear assembly having a plurality of firstgears, each of a different size, arranged in a first progressive order;a second conical gear assembly substantially equivalent to the firstconical gear assembly, the second conical gear assembly having aplurality of second gears of a different size arranged in a secondprogressive order opposite that of the first progressive order, thesecond conical gear assembly engaged about a second shaft disposedwithin the housing parallel to and offset from the first shaft, thesecond shaft supported by a first eccentric cam disposed in a circularbearing and a second eccentric cam coupled to a cam rotator, theeccentric cams permitting the second conical gear assembly to have atleast a distal position relative to the first conical gear assembly anda proximal position relative to the first conical gear assembly; atleast one drive belt mover structured and arranged to move the drivebelt along the progressive order of gears when the second conical gearassembly is in the distal position; and a transfer gear joined to an endof the second shaft.

Further still, for yet another embodiment, provided is a method forproviding a bicycle transmission including: providing a housing with afirst shaft passing therethrough; providing a first conical gearassembly disposed within the housing and engaged about the first shaft,the first conical gear assembly having a plurality of first gears, eachof a different size, arranged in a first progressive order; providing asecond conical gear assembly substantially equivalent to the firstconical gear assembly, the second conical gear assembly having aplurality of second gears of a different size arranged in a secondprogressive order opposite that of the first progressive order, thesecond conical gear assembly engaged about a second shaft disposedwithin the housing parallel to and offset from the first shaft, thesecond shaft supported by a first eccentric cam disposed in a circularbearing and a second eccentric cam coupled to a cam rotator, theeccentric cams permitting the second conical gear assembly to have atleast a distal position relative to the first conical gear assembly anda proximal position relative to the first conical gear assembly;providing at least one drive belt mover structured and arranged to movethe drive belt along the progressive order of gears when the secondconical gear assembly is in the distal position; and providing a Genevamechanism structured and arranged to synchronize the linear motion ofthe drive belt mover with the transition between distal position andproximal position of the second conical gear assembly and engage the atleast one drive belt mover when the second conical gear assembly isdisposed away from the proximal position.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1A is a right-side perspective of the conical gear bicycletransmission in accordance with at least one embodiment of the presentinvention;

FIG. 1B is a left-side perspective of the conical gear bicycletransmission in accordance with at least one embodiment of the presentinvention;

FIG. 2 is a general concept illustration of a bicycle with a conicalgear bicycle transmission in accordance with at least one embodiment ofthe present invention;

FIG. 3A is an exposed, left-side perspective view of a conical gearbicycle transmission in accordance with at least one embodiment of thepresent invention;

FIG. 3B is an exploded, left-side perspective view of a conical gearbicycle transmission in accordance with at least one embodiment of thepresent invention;

FIG. 3C is a right-side partial perspective view of a conical gearbicycle transmission in accordance with at least one embodiment of thepresent invention;

FIG. 4 is a top view of a conical gear bicycle transmission inaccordance with at least one embodiment of the present invention;

FIG. 5 is a conceptual view of the conical interaction of the conicalgear bicycle transmission in accordance with at least one embodiment ofthe present invention;

FIG. 6 is an end view of the second conical gear assembly in theproximate position relative to the first conical gear assembly inaccordance with at least one embodiment of the present invention;

FIG. 7 is an end view of the second conical gear assembly in the distalposition relative to the first conical gear assembly in accordance withat least one embodiment of the present invention;

FIG. 8A is a top view and FIG. 8B is a right-side end view of the secondconical gear assembly in the proximate position relative to the firstconical gear assembly in accordance with at least one embodiment of thepresent invention;

FIG. 9A is a top view and FIG. 9B is a is a right-side end view of thesecond conical gear assembly in the distal position relative to thefirst conical gear assembly in accordance with at least one embodimentof the present invention;

FIG. 10 is an end view of the sprocket gear assembly and the outertransfer gear engaged when the second conical gear assembly of theconical gear bicycle transmission is in the proximal position inaccordance with at least one embodiment of the present invention; and

FIG. 11 is an end view of the sprocket gear assembly and the outertransfer gear disengaged when the second conical gear assembly of theconical gear bicycle transmission is in the proximal distal inaccordance with at least one embodiment of the present invention.

DETAILED DESCRIPTION

Before proceeding with the detailed description, it is to be appreciatedthat the present teaching is by way of example only, not by limitation.The concepts herein are not limited to use or application with aspecific system or method a bicycle transmission. Thus, although theinstrumentalities described herein are for the convenience ofexplanation shown and described with respect to exemplary embodiments,it will be understood and appreciated that the principles herein may beapplied equally in other types of systems involving human-powered orpower-assisted drive systems where it is advantageous to have anenclosed, highly efficient, high torque ratio transmission system.

Examples of applications where the invention can improve performance aredifferent variations of human-powered bikes and water craft (i.e., roadbike, gravel bike, cyclocross bike, hybrid bike, mountain bike, beachcomber bike, fat bike, incumbent bike, rickshaw bike, paddle boats,peddle assist kayaks), and power-assisted bikes, where versions of theabove-mentioned examples incorporate a motor and battery to augment thecyclist's effort. The invention can also be advantageous in applicationssuch as machining equipment, motor powered vehicles, aircraft,autonomous vehicles, etc. where the combination of a high torque ratio,high efficiency, compact size and low weight transmission is desired orrequired.

This invention is described with respect to preferred embodiments in thefollowing description with references to the Figures, in which likenumbers represent the same or similar elements. It will be appreciatedthat the leading values identify the Figure in which the element isfirst identified and described, e.g., element 100 first appears in FIG.1 .

Turning now to the figures, and more specifically FIGS. 1A and 1B thereis shown an embodiment of a bicycle transmission—which with respect tothe figures and following description will be understood and appreciatedas an enclosed conical gear bicycle transmission 100, hereinafter CGBT100. FIG. 1A presents a right-side perspective view of CGBT 100 and FIG.1B presents a left-side perspective view.

To facilitate the description of systems and methods for embodiments ofCGBT 100, the orientation of CGBT 100 as presented in the figures isreferenced to the coordinate system with three axes orthogonal to oneanother as shown in FIG. 1 . The axes intersect mutually at the originof the coordinate system, which is chosen to be the center of CGBT 100,however the axes shown in all figures are offset from their actuallocations for clarity and ease of illustration.

With respect to both views, it will be easily appreciated that CGBT 100is essentially an enclosed transmission system, as a housing 102substantially encloses the transmission gearing system. A left crank104, right crank 106 and driver 108 (such as a chain ring 108′) are alsoshown, but it will be understood and appreciated that the left crank104, right crank 106 and driver 108 may be specifically selected for agiven rider and/or intended bicycle riding conditions for which the CGBT100 is advantageously utilized. In addition, the left crank 104 andright crank 106 may also be referred to as the left crank arm 104 andthe right crank arm 106 without departure from the present invention.

Turning to FIG. 2 , it will be understood and appreciated that for atleast one embodiment CGBT 100 is structured and arranged in a compactform so as to fit within the form factor of a bottom bracket location200 for a given bicycle 202, and may interface with a controller 204 onthe handlebars 206 or other location upon the bicycle frame that thebicyclist uses to switch gear ratios. For at least one embodiment, thecontroller 204 on the handlebars may be presented with the appearance oftraditional bicycle shift controllers—a left shifter and a rightshifter, which may be cable driven or wireless communication (shown bywireless transmission signals 208) depending on the embodiment of theCGBT 100 employed.

For at least one embodiment CGBT 100 may also wirelessly interface witha user's remote computing device, such as a smart phone 206. Theinterface between the CGBT 100 and the controller 204 may be cable,electrical wiring or wireless transmission, e.g., ANT+, WiFi, Bluetooth,or other data exchange medium. In addition, for at least one embodimentCGBT 100 incorporates electronic controls to provide a transmissionperformance exceeding that offered by current commercialized designs.

FIGS. 3A and 3B provided an assembled perspective view in FIG. 3A and anexploded perspective view in FIG. 3B of CGBT 100 with the housingremoved for ease of illustration and discussion, and with respect toFIGS. 3A and 3B, the advantageous nature of CGBT 100 incorporating abelt and clutch design in an advantageous and novel way may be morefully realized.

As shown most clearly in the exploded view of FIG. 3B, for at least oneembodiment CGBT 100 includes two opposing conical structures with anengageable transfer element such that the first conical structure as adriver transfers rotational torque to the second conical structure. Foran embodiment as shown, this is provided by a first conical gearassembly 300 engaged about a first shaft 302. More specifically thefirst conical gear assembly 300 has a plurality of first gears 304, eachof a different size and arranged in a first progressive order. CGBT 100also has a second conical gear assembly 306 engaged about a second shaft308 that is parallel to the first shaft 302, this second conical gearassembly 306 having a plurality of second gears 310, each of a differentsize and arranged in a second progressive order that is opposite to thefirst progressive order.

The second shaft 302 has a first end 312 and a second end 314, the firstend 312 disposed through the second conical gear assembly 306 andengaging with a first eccentric cam 316. For at least one embodiment,the first eccentric cam 316 is disposed in a bearing 318. The second end314 of the second shaft 308 is engaged with a second eccentric cam 320which is coupled to a cam rotator 322, e.g., a device structured andarranged to rotate the second eccentric cam 320 clockwise orcounter-clockwise one full revolution so as to effectuate a transitionbetween first gears 304 and second gears 310 as is further describedbelow. For at least one embodiment the second end 314 passes through abearing associated with second eccentric cam 320 and is coupled to anouter transfer gear 326.

For at least one embodiment the cam rotator 322 is activated by a manualcable system, where the user can shift gear ratios by manually shiftinga continuous loop cable or dual cables to rotate the cam rotator 322 viashifting levers on the bicycle handlebars. For at least one suchembodiment, there are two shifting levers, one for upshifting and onefor downshifting. One full stroke of a shifting lever is designed torotate the motor drive 180 or 360 degrees, thus completing a full shiftcycle. Such a cable system may be desired for embodiments where theuser/cyclists does not wish to deal with a battery pack, and theresultant weight of the transmission system will be lighter.

For yet another embodiment, the cam rotator 322 is an electricallypowered torque motor 324, also referred to as a servo motor or steppermotor. The use of a torque motor 324 may be desired for certainembodiments as it provides faster shifting, less actuation force by thebicyclist's fingers, eliminates the potential issues of cable stretchand adjustment, and may be deemed more consistent by some users.

Moreover, for at least one embodiment the second eccentric cam 320 isfixedly coupled to an electrically powered torque motor 324, and morespecifically, is disposed within the aperture of a wide aperture torquemotor. As is further discussed below, to shift from one gear set toanother, the torque motor 324 rotates three hundred sixty degrees eitherclockwise or counter clockwise depending on whether the CGBT 100 isupshifting or downshifting.

It will be appreciated that the first eccentric cam 316 and the secondeccentric cam 320 permit the second conical gear assembly 306 to have atleast a distal position relative to the first conical gear assembly 300and a proximal position relative to the first conical gear assembly 300as established by the torque motor 324.

A drive belt 328 is disposed generally normally about one of the twoconical gear assemblies and passes therebetween as a mechanical conduitto transfer the rotational torque from the driving first conical gearassembly 300 to the driven second conical gear assembly 306. As such, itmay also be appreciated that the first shaft 302 is a drive shaft andthe second shaft 308 is a driven shaft. For at least one embodiment thedrive belt 328 is a double-sided toothed drive belt. As such, the teethof a first gear 304 and the teeth of a second gear 310 simultaneouslyengaged with opposite sides of the drive belt 328.

With respect to the advantageous embodiment of the drive belt 328passing between the first conical gear assembly 300 and the secondconical gear assembly 306, it will be understood and appreciated that insuch a configuration, the drive belt 328 is actually under compressionas between the two conical assemblies, but otherwise slack/loose. Assuch, the drive belt 328 is not under expansive tension as with atraditional chain or belt configuration, and may therefore not incurstretching as is often an occurrence with a chain, belt or cable.

It will be understood and appreciated, that for at least one alternativeembodiment, the drive belt 328 may disposed about the outside of bothfirst conical gear assembly 300 and the second conical gear assembly 306for substantially similar operation of the CGBT 100 with the proximateand distal relationship of the second conical gear assembly 306 to thefirst conical gear assembly 300 essentially reversed, e.g., the drivebelt is under tension and engaging the second conical gear assembly 306at the distal position and unengaged at the proximal position.

Further still, it may be understood and appreciated that for yet anotherembodiment, the belt drive is replaced with a transfer wheel on aspring-loaded transfer wheel arm, such that the first conical gearassembly transfers the torque to the second conical gear assembly viathe transfer wheel when the second shaft is in proximal position to thefirst shaft.

Although a drive belt 328 is anticipated to be a belt for at least oneembodiment, those skilled in the art will appreciate that a chain orcable may be substituted with appropriate alteration of the respectiveconical gear assemblies to engage a chain or cable without departurefrom the scope of the present invention.

For at least one embodiment, the drive belt 328 is manufactured from aflexible polymer material, which may also include fibrous material, suchas carbon fiber, in a composite format to provide stiffness anddurability to its form. In addition, for at least one embodiment, thefirst conical gear assembly 300 and the second conical gear assembly306—and more specifically the first gears 304 and second gears 310comprising each assembly, are made from a strong, lightweight material,such as magnesium alloy, aluminum alloy or titanium and its respectivealloys, that can effectively support the load and shear force created bythe cyclist's torque via the cranks. For embodiments where the firstgears 304 and second gears 310 are provided by material is an aluminumalloy, magnesium alloy or titanium and its respective alloys, a hardanodized coating and or a wear-resistant coating, such as titaniumnitride, can be applied to reduce wear from long term use.

For the exemplary embodiment as shown, the drive belt 328 is disposedabout the second conical gear assembly 306. As will be further explainedbelow, the drive belt 328 engages one of the first gears 304 to one ofthe second gears 310 when the second conical gear assembly 306 is in theproximal position.

When the second conical gear assembly 306 is in the distal position—andtherefore disposed away from the first conical gear assembly 300, atleast one drive belt mover 330 is structured and arranged to move thedrive belt 328 along the progressive order.

For at least one embodiment, at least one drive belt mover 330 isprovided at least in part by a first belt guide assembly 332. While afirst belt guide assembly 332 may be desirable for embodiments strivingfor weight reduction, a single first belt guide assembly 332 issufficient for at least one embodiment to achieve a change from one gearset to another, for at least one alternative embodiment, the drive beltmover 330 of CGBT 100 includes a second belt guide assembly 334.

As shown, for at least one embodiment, the first belt guide assembly 332has a first belt guider 336, such as, but not limited to, a belt cagedisposed about at least a portion of the drive belt 328. The belt guider336 is structured and arranged to guide the drive belt 328 about thesecond conical gear assembly and during latter movement of the drivebelt 328 from one gear set to another, a first linear actuator 338 and afirst support rail 340. For the embodiment as shown, the first linearactuator 338 is a first linear drive screw passing through the firstbelt guider 336. When the first linear drive screw is rotated, the screwprofile engages a matching screw profile within the first belt guider336, thus advancing or retracting the first belt guider 336 along aplane parallel to the gap between the first conical gear assembly 300and the second conical gear assembly 306.

The second belt guide assembly 334 may be substantially symmetrical tothe first belt guide assembly 332, having a second belt guider 342 (suchas, but not limited to, a belt cage), a second linear actuator 344 and asecond support trail 346. And again, for the embodiment as shown, thesecond linear actuator 344 is a second linear drive screw passingthrough the second belt guider 342. When the second linear drive screwis rotated, the screw profile engages a matching screw profile withinthe second belt guider 342, thus advancing or retracting the second beltguider 342 along a plane parallel to the gap between the first conicalgear assembly 300 and the second conical gear assembly 306.

Returning to the first conical gear assembly 300, the first shaft 302has a first end 348 that extends through the housing (not shown) so asto engage with the left crank 104. The first shaft 302 also has a secondend 350 that is disposed in a non-binding fashion through a sprocketgear assembly 352 to engage with the right crank 106. For at least oneembodiment, the second end 350 is disposed through a bearing 354disposed within the sprocket gear assembly 352.

Those skilled in the art will appreciate that a Geneva mechanism, alsoreferred to as a Geneva drive or Maltese cross is a gear mechanism thattranslates a continuous rotation movement into intermittent rotarymotion. With respect to the present invention, CGBT 100 advantageouslyemploys Geneva mechanism 356 to synchronize the linear motion of thedrive belt mover 330 with the transition between the distal position andproximal position of the second conical gear assembly 306.

More specifically, the torque motor 324 operates to transition thesecond conical gear assembly 306 from a proximal position to a distalposition and then back to a proximal position in one full rotation ofthe torque motor 324. The movement of the drive belt mover 330 totransition the drive belt 328 from one set of first and second gears tothe next is typically far less movement than is the displacement of thesecond conical gear assembly between the proximate and distal position.The use of a Geneva mechanism 356 advantageously permits one primaryaction—the rotation of the torque motor 324 to drive both tasks—thetransition of the second conical gear assembly 306 between the proximaland distal positions as well as the movement of the drive belt mover330.

For the embodiment as shown, this Geneva mechanism 356 includes a firstGeneva gear 358 and a second Geneva gear 360 each in turn triggered byfirst pin 362 or a second pin 364 as provided by the second eccentriccam 320. The first Geneva gear 358 is engaged to a first gear 366 whichis engaged with the first linear actuator 338, and the second Genevagear 360 is coupled to a second gear 368 that is engaged with the secondlinear actuator 344. As shown, the first Geneva gear 358 and the secondGeneva 360 gear have slots 370, which as further explained below, engagewith the first pin 362 or second pin 234.

The arrangement of the Geneva mechanism 356 as provided at least in partby the first Geneva gear 358 and the first gear 366 engaging with thelinear actuator 338 may be more fully appreciated in FIG. 3C whichpresents a partial right side perspective view of a portion of the CGBT100 assembly. With specific reference to FIG. 3C, it may also beappreciated that the first Geneva gear 358 provides a coupler gear 372that engages with first gear 366. The second Geneva gear 360 likewisehas a coupler gear, but is not shown in FIG. 3C for ease of illustrationand discussion, and cannot be fully observed in FIG. 3A or 3B.

Moreover, when the first pin 362 or second pin 364 (not shown in FIG.3C) imparts rotation to the first Geneva gear 358, the first gear 366will also rotate and impart rotation to the first linear actuator 338thus moving the first belt guider 336 to transition the drive belt 328(not shown in FIG. 3C) to a different set of gears. Likewise, when thefirst pin 362 or second pin 364 imparts rotation to the second Genevagear 360 (not shown in FIG. 3C) the second gear 368 (not shown in FIG.3C) will also rotate and impart rotation to the second linear actuator344 (not shown in FIG. 3C) thus moving the second belt guider 342 (notshown in FIG. 3C) to transition the drive belt 328 to a different set ofgears.

More specifically, and for ease of description explained with request tothe first Geneva gear 358, when the torque motor 324 is activated torotate clockwise or counter clockwise, the first pin 362 or the secondpin 364 will engage with the slots 370 on the first Geneva gear 358,intermittently rotating the first Geneva gear 358, who's fixedlyconnected gear profile engages and rotates the first gear 366, whichengages and rotates the first linear actuator 338. The nesting of theGeneva mechanism 356 to the radial profile of the second eccentric cam320/cam rotator 322 locks the drive belt mover 330 in position until thesecond eccentric cam 320/cam rotator 322 is rotated again. This keepsthe drive belt mover 330 locked in place and always calibrated so thatit aligns the drive belt 328 with each gear stage.

The ratio of the gear in the Geneva mechanism 356, the first gear 366and the first linear actuator 338 is such that a 360-degree revolutionof the cam rotator 322 moves the drive belt mover 330 a precise, indexedamount to advance the drive belt 328 from one gear stage nominalposition to another. The intermittent action of the Geneva mechanism 356delays the indexing of the drive belt 328 until the second conical gearassembly 306 has rotated distally enough away from the first conicalgear assembly 300 (proximal position to distal position) so that thedrive belt 328 is no longer tightly held between the two conical gearassemblies and can move laterally freely between gear stages.

The rotational shifting of the driven conical gear assembly and thedrive belt mover 330 is fixedly coordinated as to provide a quick andefficient gear change with minimal disruption to the user's transfer oftorque from the cranks to the rear wheel. It also easily allows thecyclist to shift when the bike not being pedaled and static, as well aswhen the drive is under high torque load.

Returning to FIG. 3B, a control unit 374 is also disposed with in thehousing 102 (not shown), which for at least one embodiment isessentially a printed circuit board 376 (“PCB”) control board with abattery 378 structured and arranged to activate the torque motor 324 inresponse to a control signal.

For at least one embodiment, this control signal may be provided by thecyclist, such as through the controller 204 as noted above. For yetanother embodiment, the control signal may be provided by CGBT 100itself in response to at least one pre-determined torque load detectedupon either the first shaft 302 or the second shaft 308. Moreover, in atleast one embodiment, CGBT 100 may include one or more torque sensorsdisposed proximate to the first shaft 302 and/or the second shaft 308.When the control unit 374 is provided with instructions regarding torqueratios, measurements from the one or more torque sensors as feedback tothe CGBT 100 may be used to determine automatic shifting. Further still,these settings may be user adjusted through the use of the controller204 such that the user can modify, engage or disengage the automatedfeature while the bicycle, and more specifically the CGBT 100 is inactive use.

For at least one embodiment, the cyclist/user may also initiate aspecial control signal, such as by the prolonged holding/pressing of ashift lever on the handlebars. Such a special control signal mayimmediately direct the CGBT 100 to drop the torque ratio to its loweststate. This is particularly useful in cases where a cyclist may bestarting up from a static position, or where a cyclist may quicklyencounter a rapid change in road or trail inclination. For at least oneembodiment, the opposite feature may also be offered, such as where aprolonged holding/pressing of a different shift lever on the handlebarsimmediately directs the CGBT 100 to immediately rise to the highesttorque ratio state.

The battery 378 provides sufficient current and voltage, such as between3 and 60 volts, to effectively operate the shifting system of CGBT 100.Although shown for ease of illustration and description as incorporatedwithin CGBT 100, it will be understood and appreciated that the batterycan be permanently installed within the sealed housing or a location inor on the bicycle frame, or it can be designed to be easily removable sothat it can be replaced by a fully charged battery by the cyclist onlong excursions. The battery 378 can be charged by an external chargingadapter that would plug into a power input receiver, such as a micro-subconnector. The battery 378 can also be charged by a wireless chargingsystem, where an antenna receiver is located within the sealed housingand electrically connected to the control unit.

To summarize, for at least one embodiment an advantageous CGBT 100 isprovided by a housing 102 with a first shaft 302 passing therethrough; aset of two conical gear assemblies in opposing parallel alignmentdisposed within the housing 102, each having a plurality of differentsized gears arranged in a progressive order, the first conical gearassembly 300 engaged about the first shaft 302, the second conical gearassembly 306 engaged about a second shaft 308 parallel to the firstshaft 302, the second shaft 308 structured and arranged to have at leasta proximal position 600 and a distal position 700 relative to the firstshaft 302; a drive belt 328 disposed generally normally about one of thetwo conical gear assemblies and passing therebetween, the drive belt 328engaging a gear from the first conical gear assembly 300 with a gearfrom the second conical gear assembly 306 when the second conical gearassembly 306 is in the proximal position 600; at least one drive belt328 mover structured and arranged to move the drive belt 328 alongprogressive order of gears when the second conical gear assembly 306 isin the distal position 700; and a driver 108 joined to an end of thesecond shaft 308.

With respect to this descriptive overview, the operation of CGBT 100 maybe described as follows. The cyclist drives pedals attached to the leftcrank 104 and the right crank 106 which in turn provide rotation to thefirst shaft 302 and more specifically, rotation to the first conicalgear assembly 300. With the second conical gear assembly 306 in theproximal position, the drive belt 328 engages a first gear 304 of thefirst conical gear assembly 300 with a second gear of the second conicalgear assembly 306 such that the rotation of the first conical gearassembly 300 drives the rotation of the second conical gear assembly306. The relationship between the first gear 304 engaged with the secondgear 310 mechanically determines whether the second conical gearassembly 306, and more specifically the second shaft 308, rotatesfaster, slower, or at about the same rate as the first shaft 302.

As the second end 314 of the second shaft 308 is coupled to the outertransfer gear 326, rotation of the second shaft 314 drives rotation ofthe outer transfer gear 326. When the second conical gear assembly 306is in the proximal position relative to the first conical gear assembly300, the outer transfer gear 326 engages with the sprocket gear assembly352 disposed in a non-binding arrangement about the first shaft 302.Rotation of the sprocket gear assembly 352 in turn imparts rotation tothe driver 108, which for at least one embodiment is a chainring 108′.

Moreover, whereas with a traditional bicycle the cyclists rotation ofthe left crank 104 and right crank 106 directly rotates a shaft to whichthe chainring is attached, CGBT 100 advantageously and indirectlytranslates the rotation of the left crank 104 and right crank 106 todrive the rotation of the first conical gear assembly 300 which istranslated by a paired first gear 304 to a second gear 310 by the drivebelt 328 passing therebetween to rotate the second shaft 308 whichmechanically is coupled to the driver 108. The careful observer willrealize that due to the internal operation of the CGBT 100 the driver108 may rotate faster, slower or at the same rate as the rotation of therotation of the left crank 104 and right crank 106.

FIG. 4 presents a top view of an exposed CGBT 100 assembly to furtherappreciate the first conical gear assembly 300 and the second conicalgear assembly 306. Moreover, for at least one embodiment, each conicalgear assembly 300/306 consist of a series of gears (first gears 304 andsecond gears 310) where the cone's smallest and largest diameters have a3:1 ratio, such that the combined torque ratio range is 600%. As shown,for at least one embodiment, the first conical gear assembly 300 and thesecond conical gear assembly 306 each have twelve discreet gears.However, various gearset counts and ratio ranges may be selected fordifferent embodiments depending on what ratios are desired and what sizeconstraints may permit.

Moreover, for at least one embodiment the first conical gear assembly300 and the second conical gear assembly 306 have essentially the samesized gears arranged in a progressive order, the orientation one conicalgear assembly opposite from the other. In other words, first conicalgear assembly 300 is essentially identical to the second conical gearassembly 306—the orientation being reversed. For yet another embodiment,the first conical gear assembly 300 and the second conical gear assembly306 have different sized gears arraigned in a progressive order, theorientation of one conical gear assembly opposite from the other. Inother words, the first conical gear assembly 300 is not identical to thesecond conical gear assembly 306—the orientation being reversed.

FIG. 5 presents a simplified representation of the advantageousrelationship of the first conical gear assembly 300 and the secondconical gear assembly 306 and drive belt 328. The first conical gearassembly 300 is conceptually represented as first cone 500, and thesecond conical gear assembly 306 is represented as second cone 502. Thedrive belt 328 is disposed about the second cone 502 and passes betweenthe first cone 500 and the second cone 502. As the drive belt 328 ismoved from the second end 504 towards the first end 506 of the secondcone 502, the drive belt 328 correspondingly moves along the first cone500 from the first end 508 to the second end 510.

As the relative diameter of the second cone 502 is greater at the secondend 504 than is the relative diameter of the first cone 500 at the firstend 508, one rotation of the first cone 500 results in only a partialrotation of the second cone 502. This relationship of course changes asthe location of the drive belt 328 changes—at a mid-point the rotationsof the first cone 500 and the second cone 502 will be substantially thesame, and when the drive belt has moved to the first end 506 of thesecond cone 502 and second end 510 of the first cone 500, one rotationof the first cone 500 will translate to multiple rotations of the secondcone 502.

For CGBT 100 to advantageously permit transition between sets of gears,as noted above the second conical gear assembly 306 transitions betweena proximal position and a distal position. FIGS. 6 and 7 conceptuallyillustrate this transition from an end view point. For ease ofillustration and discussion, only one first gear 304 is shown on thefirst shaft 302, while the second conical gear assembly 306 has beenillustrated more completely.

As shown in FIG. 6 , initially the second conical gear assembly 306 isin the proximal position 600 relative to the first conical gear assembly300, and more specifically the first shaft 302. As such the drive belt328 is fully engaged between the first gear 304 and a second gear 310.It will also be appreciated that FIG. 6 , shows the end view of thesecond eccentric cam 320, and the location of the second shaft 308supporting the second gears 310 essentially comprising the secondconical gear assembly 306 is on the left side of the second eccentriccam 320.

In FIG. 7 , the torque motor (not shown) has been activated and rotatedone hundred eighty degrees. As the second eccentric cam 320 is indeedeccentric, the second conical gear assembly 306 is now physicallydisposed from the initial, proximal position 600 shown in FIG. 6permitting engagement with a first gear 304 of the first conical gearassembly 300 through the drive belt 328, to a distal position 700establishing disengagement between the drive belt 328 and the first gear304. This transition from the proximal position 600 to the distalposition 700 is also reinforced by appreciating that the second shaft308 is now shown on the right side of the second eccentric cam 320.

Whereas FIGS. 6 and 7 provide simplified illustrations of thistransition between proximal position 600 and distal position 700, FIGS.8A/8B and 9A/9B present further illustrations of actual elements withinCGBT 100. For each set FIGS. 8A and 9A provide top views and FIGS. 8Band 9B provide end views. For each set, the top and end views have beenaligned to one another so as to further appreciate the locations of theelements and their relative changes in position. In addition, the 12gearsets provided by a first gear 304 and a second gear 310 are alsoshown numbered 1-12.

Turning first to FIGS. 8A and 8B, the embodiment of CGBT 100 is shownwith the second conical gear assembly 306 in the proximal position 600,such that it is engaged with the first conical gear assembly 300 via thedrive belt 328. As shown, CGBT 100 is presently set to the 5^(th) firstgear 304 of the first conical gear assembly 300 and the 5^(th) secondgear 310 of the second conical gear assembly 306. The relationship andposition of the drive belt mover 330 may also be more clearlyappreciated in FIG. 8A as well.

For at least one embodiment, CGBT 100 also includes a locking solenoid800 that is structured and arranged to engage and lock the secondeccentric cam 320 from potentially moving unless and until CGBT 100commences an intended gear transmission change. Such locking may bedesirable for embodiments of CGBT 100 which are intended for use inmountain bicycles where the bicycle is likely to be subjected to bumpingand jarring stresses.

As may be further appreciated in FIG. 8B, the locking solenoid 800engaged a locking pin into or against a collar 802 that is affixed tothe second eccentric cam 320 and torque motor 324 assembly. The natureof the Geneva mechanism 356 may also be further appreciated. Morespecifically, the first Geneva gear 358 is disposed proximate to thetorque motor 324 so as to be activated by at least the first pin 362when the torque motor 324 is activate. The teeth of first gear 366 aremeshed to the coupler gear 372 joined to the first Geneva gear 358 andmeshed to the intermediate gear 804 joined to the first linear actuator338.

With respect to FIGS. 8A and 8B, the state of the second conical gearassembly 306 as being in the proximal position may also be confirmed bynoting the position of the second shaft 308 in the second eccentric cam320, the second shaft 308 shown to be on the left of the eccentric cam320.

In FIGS. 9A and 9B, CGBT 100 is half way through a gear transition fromthe 5^(th) gear set to the 6^(th) gear set. The locking solenoid 800 hasbeen disengaged and the torque motor 324 activated so as to rotate theeccentric cams (of which second eccentric cam 320 is visible)one-hundred and eighty degrees (half way). The second conical gearassembly 306 is now in the distal location, further evidenced by thesecond shaft 308 being shown on the right side of the second eccentriccam 320.

The rotation of the torque motor 324, second eccentric cam 320 andcollar 802 has also driven the first pin 362 to engage the GenevaMechanism 356, and more specifically the first Geneva gear 358, which inturn has imparted rotation to the first gear 366, the intermediate gear804 and the linear actuator gear 804 which has caused the drive beltmover 330, and more specifically the first belt guider 336 to transitionthe drive belt 328 from 5^(th) gear set to the 6^(th) gear set.

As is shown by FIGS. 9A and 9B, the transition of the drive belt 328occurs with the second conical gear assembly 306 in the distal position700. Moreover, for ease and simplicity of wear on the physical elements,for at least one embodiment the use of the Geneva mechanism 356 permitsCGBT 100 to precisely accomplish the transition process in discreetsynchronized steps: the second conical gear assembly 306 is transitionedfrom the proximate location to the distal location, the drive belt mover330 is transitioned from one gear set to the next, and the secondconical gear assembly 306 is transitioned back to the proximal location.

FIGS. 10 and 11 correspond to end views of the outer transfer gear 326and sprocket gear assembly 352. More specifically, when the secondconical gear assembly 306 is in the proximate position 600 as shown inFIGS. 8A and 8B, the outer transfer gear 326 and sprocket gear assembly352 are engaged as shown in FIG. 10 . When the second conical gearassembly 306 is in the distal position 700 shown in FIGS. 9A and 9B, theouter transfer gear 326 and sprocket gear assembly 352 are disengaged asshown in FIG. 11 .

It is expected that the overall weight of CGBT 100 will weigh less thanthe commercialized gearbox counterparts and within the range ofavailable derailleur options. The reason for this is that traditionalgearbox systems require the use of mainly high molecular weight steelworking components due to the inherent toughness of steel required formeshing of spur gears under high torque. The invention's use ofelastomer belts for power transmission between components eliminatesthis requirement, allowing for the ability to use lighter weightmaterials in the drive system, such as aluminum alloy, magnesium alloy,titanium and their respective alloys, as well as plastic.

For at least one embodiment, the CGBT 100 can fit within the physicalconstraints of the bicycle design. It can provide a Q-factor of 175 mmor smaller. The Q-factor being the lateral distance between the crankends where the peddles attach to the cranks. This is important, as itdictates the placement of the cyclist's feet. The typical Q-factor rangeis between 165-185 mm. The length and height of the invention fit withinthe constraints dictated by the road clearance and frame design.

For another embodiment, the CGBT 100 can incorporate theft preventionfeatures, where the bicyclist can enable a theft mode on the App. TheApp will subsequently notify the control unit 374 to rotate the secondconical gear assembly 306 180 degrees in lieu of 360 degrees and hold inplace. This separates the conical gear assemblies from the drive belt328 and disables the bicyclist's ability to transmit torque through thetransmission, thus disabling the ability to pedal the bicycle. Since theinvention incorporates a control unit and battery power, the inventioncan incorporate a GPS unit and accelerometer, where the control unit cansense the movement of the bicycle beyond a set distance when in disablemode, and it can then send a message to the bicyclist's App that thebicycle may be experiencing unauthorized movement and can then providecontinuous GPS location information to the bicyclist's App to helpfacilitate recovery.

In another embodiment, a high torque motor, for instance around 85 Nm oftorque, can be put in series in the housing 102 of CGBT 100 to the twoconical gearsets and engaged with the driver 108 to provide poweraugmentation (i.e., an e-bike).

In yet another embodiment, a compact torque motor can be located withinthe envelope of the driving conical gear assembly to provide a poweraugmentation directly to the first conical gear assembly 300, at a lowertorque value than offered by a typical of a marketed e-bike. This may bean advantage for riders who may want a more sporadic, smaller amount ofpower assist compared to a standard e-bike (i.e. when climbing aparticular challenging ascent) and don't want the additional weight of alarger motor and larger battery.

Moreover, to summarize the advantageous CGBT 100, for at least oneembodiment CGBT 100 is provided by a housing 102 with a first shaft 302passing therethrough; a first conical gear assembly 300 disposed withthe housing 102 and engaged about the first shaft 302, the first conicalgear assembly 300 having a plurality of first gears 304, each of adifferent size, arranged in a progressive order; a second conical gearassembly 306 disposed within the housing 102 and engaged about a secondshaft 308 parallel to the first shaft 302, the second conical gearassembly 306 having a plurality of second gears 310, each of a differentsize, arranged in a second progressive order, opposite to the firstprogressive order, the second shaft 308 having a first end and a secondend; a conical gear adjuster disposed comprising: a first eccentric 316cam disposed in a bearing, the first eccentric 316 cam receiving thefirst end of the second shaft 308; a second eccentric cam 320 camcoupled to a torque motor 324, the second eccentric cam 320 camreceiving the second end of the second shaft 308, the eccentric camspermitting the second conical gear assembly 306 to have at least adistal position 700 relative to the first conical gear assembly 300 anda proximal position 600 relative to the first conical gear assembly 300as established by the torque motor 324; a drive belt 328 disposedgenerally normally about one of the two conical gear assemblies andpassing therebetween, the drive belt 328 engaging one of the first gears304 to one of the second gears 310 when the second conical gear assembly306 in in the distal position 700; at least one drive belt 328 moverstructured and arranged to move the drive belt 328 along progressiveorder of gears when the second conical gear assembly 306 is in thedistal position 700; and a driver 108 joined to an end of the secondshaft 308.

For yet another embodiment, CGBT 100 may be summarized as including ahousing 102 with a first shaft 302 passing therethrough; a first conicalgear assembly 300 disposed within the housing 102 and engaged about thefirst shaft 302, the first conical gear assembly 300 having a pluralityof first gears 304, each of a different size, arranged in a firstprogressive order; a second conical gear assembly 306 substantiallyequivalent to the first conical gear assembly 300, the second conicalgear assembly 306 having a plurality of second gears 310 of a differentsize arranged in a second progressive order opposite that of the firstprogressive order, the second conical gear assembly 306 engaged about asecond shaft 308 disposed within the housing 102 parallel to and offsetfrom the first shaft 302, the second shaft 308 supported by a firsteccentric cam 316 disposed in a circular bearing and a second eccentriccam 320 cam coupled to a torque motor 324, the eccentric cams permittingthe second conical gear assembly 306 to have at least a distal position700 relative to the first conical gear assembly 300 and a proximalposition 600 relative to the first conical gear assembly 300; at leastone drive belt 328 mover structured and arranged to move the drive belt328 along progressive order of gears when the second conical gearassembly 306 is in the distal position 700; and a driver 108 joined toan end of the second shaft 308.

It will also be appreciated that a method for providing an advantageousCGBT 100 in accordance with the above description may be summarized asproviding a housing 102 with a first shaft 302 passing therethrough;providing a first conical gear assembly 300 disposed within the housing102 and engaged about the first shaft 302, the first conical gearassembly 300 having a plurality of first gears 304, each of a differentsize, arranged in a first progressive order; providing a second conicalgear assembly 306 substantially equivalent to the first conical gearassembly 300, the second conical gear assembly 306 having a plurality ofsecond gears 310 of a different size arranged in a second progressiveorder opposite that of the first progressive order, the second conicalgear assembly 306 engaged about a second shaft 308 disposed within thehousing 102 parallel to and offset from the first shaft 302, the secondshaft 308 supported by a first eccentric 316 cam disposed in a circularbearing and a second eccentric cam 320 cam coupled to a torque motor324, the eccentric cams permitting the second conical gear assembly 306to have at least a distal position 700 relative to the first conicalgear assembly 300 and a proximal position 600 relative to the firstconical gear assembly 300; providing at least one drive belt mover 330structured and arranged to move the drive belt 328 along progressiveorder of gears when the second conical gear assembly 306 is in thedistal position 700; and providing a Geneva mechanism structured andarranged to transition the second conical gear assembly 306 between theproximal position 600 and the distal position 700 and engage the atleast one drive belt 328 mover when the second conical gear assembly 306is disposed away from the proximal position 600.

Changes may be made in the above methods, systems and structures withoutdeparting from the scope hereof. It should thus be noted that the mattercontained in the above description and/or shown in the accompanyingdrawings should be interpreted as illustrative and not in a limitingsense. Indeed, many other embodiments are feasible and possible, as willbe evident to one of ordinary skill in the art. The claims that followare not limited by or to the embodiments discussed herein, but arelimited solely by their terms and the Doctrine of Equivalents.

What is claimed:
 1. A bicycle transmission comprising: a housing with afirst shaft passing therethrough; a set of two conical gear assembliesin opposing parallel alignment disposed within the housing, each havinga plurality of different sized gears arranged in a progressive order,the first conical gear assembly engaged about the first shaft, thesecond conical gear assembly engaged about a second shaft parallel tothe first shaft, the second shaft structured and arranged to have atleast a proximal position and a distal position relative to the firstshaft; a drive belt disposed generally normally about one of the twoconical gear assemblies and passing therebetween, the drive beltengaging a gear from the first conical gear assembly with a gear fromthe second conical gear assembly when the second conical gear assemblyis in the proximal position; at least one drive belt mover structuredand arranged to move the drive belt along the progressive order of gearswhen the second conical gear assembly is in the distal position; and atransfer gear joined to an end of the second shaft.
 2. The bicycletransmission of claim 1, wherein the position of the second shaft isselected by a conical gear adjuster comprising: a first eccentric camdisposed in a bearing, the first eccentric cam receiving the first endof the second shaft; and a second eccentric cam coupled to a camrotator, the second eccentric cam receiving the second end of the secondshaft, the first eccentric cam and the second eccentric cam permittingthe second conical gear assembly to move between the proximal positionand the distal position by activation of the cam rotator to rotate thesecond eccentric cam about a central axis.
 3. The bicycle transmissionof claim 2, further including a solenoid locker structured and arrangedto lock the conical gear adjuster from operating while the secondconical gear assembly is in the proximal position.
 4. The bicycletransmission of claim 1, wherein the cam rotator is a torque motor. 5.The bicycle transmission of claim 1, wherein the cam rotator is a manualcable driven rotator.
 6. The bicycle transmission of claim 1, whereinthe first conical gear assembly and the second conical gear assemblyhave essentially the same set of gears in opposing order.
 7. The bicycletransmission of claim 1, wherein the first conical gear assembly and thesecond conical gear assembly have the different sets of gears inopposing order.
 8. The bicycle transmission of claim 1, wherein the atleast one drive belt mover comprises a belt cage disposed about at leasta portion of the drive belt, the belt cage engaging a linear drive screwtransverse to the drive belt, the clockwise rotation of the linear drivescrew moving the belt cage in a first direction and the counterclockwiserotation of the linear drive screw moving the belt cage in a seconddirection opposite to the first direction.
 9. The bicycle transmissionof claim 8, further including a Geneva mechanism structured and arrangedto synchronize the linear motion of the drive belt mover with thetransition between distal position and proximal position of the secondconical gear assembly.
 10. The bicycle transmission of claim 9, whereinthe Geneva mechanism drives a linear drive screw engaging the belt cage.11. The bicycle transmission of claim 1, wherein the first shaft is adrive shaft and the second shaft is a driven shaft.
 12. The bicycletransmission of claim 1, wherein the housing is structured and arrangedto fit within a bottom bracket location of the bicycle.
 13. A bicycletransmission comprising: a housing with a first shaft passingtherethrough; a first conical gear assembly disposed with the housingand engaged about the first shaft, the first conical gear assemblyhaving a plurality of first gears, each of a different size, arranged ina progressive order; a second conical gear assembly disposed within thehousing and engaged about a second shaft parallel to the first shaft,the second conical gear assembly having a plurality of second gears,each of a different size, arranged in a second progressive order,opposite to the first progressive order, the second shaft having a firstend and a second end; a conical gear adjuster disposed comprising: afirst eccentric cam disposed in a bearing, the first eccentric camreceiving the first end of the second shaft; a second eccentric camcoupled to a cam rotator, the second eccentric cam receiving the secondend of the second shaft, the eccentric cams permitting the secondconical gear assembly to have at least a distal position relative to thefirst conical gear assembly and a proximal position relative to thefirst conical gear assembly as established by the cam rotator; a drivebelt disposed generally normally about one of the two conical gearassemblies and passing therebetween, the drive belt engaging one of thefirst gears to one of the second gears when the second conical gearassembly in in the proximal position; at least one drive belt moverstructured and arranged to move the drive belt along the progressiveorder of gears when the second conical gear assembly is in the distalposition; and a transfer gear joined to an end of the second shaft. 14.The bicycle transmission of claim 13, wherein further including asolenoid locker structured and arranged to lock the conical gearadjuster from operating while the second conical gear assembly is in theproximal position.
 15. The bicycle transmission of claim 13, wherein thecam rotator is a torque motor.
 16. The bicycle transmission of claim 13,wherein the first conical gear assembly and the second conical gearassembly have essentially the same set of gears in opposing order. 17.The bicycle transmission of claim 13, wherein the first conical gearassembly and the second conical gear assembly have the different sets ofgears in opposing order.
 18. The bicycle transmission of claim 13,wherein the at least one drive belt mover comprises a belt cage disposedabout at least a portion of the drive belt, the belt cage engaging alinear drive screw transverse to the drive belt, the clockwise rotationof the linear drive screw moving the belt cage in a first direction andthe counterclockwise rotation of the linear drive screw moving the beltcage in a second direction opposite to the first direction.
 19. Thebicycle transmission of claim 18, further including a Geneva mechanismstructured and arranged to synchronize the linear motion of the drivebelt mover with the transition between distal position and proximalposition of the second conical gear assembly
 20. A bicycle transmissioncomprising: a housing with a first shaft passing therethrough; a firstconical gear assembly disposed within the housing and engaged about thefirst shaft, the first conical gear assembly having a plurality of firstgears, each of a different size, arranged in a first progressive order;a second conical gear assembly substantially equivalent to the firstconical gear assembly, the second conical gear assembly having aplurality of second gears of a different size arranged in a secondprogressive order opposite that of the first progressive order, thesecond conical gear assembly engaged about a second shaft disposedwithin the housing parallel to and offset from the first shaft, thesecond shaft supported by a first eccentric cam disposed in a circularbearing and a second eccentric cam coupled to a cam rotator, theeccentric cams permitting the second conical gear assembly to have atleast a distal position relative to the first conical gear assembly anda proximal position relative to the first conical gear assembly; atleast one drive belt mover structured and arranged to move the drivebelt along the progressive order of gears when the second conical gearassembly is in the distal position; and a transfer gear joined to an endof the second shaft.
 21. The bicycle transmission of claim 20, whereinfurther including a solenoid locker structured and arranged to lock theconical gear adjuster from operating while the second conical gearassembly is in the proximal position.
 22. The bicycle transmission ofclaim 20, wherein the cam rotator is a torque motor.
 23. The bicycletransmission of claim 20, wherein the first conical gear assembly andthe second conical gear assembly have essentially the same set of gearsin opposing order.
 24. The bicycle transmission of claim 20, wherein thefirst conical gear assembly and the second conical gear assembly havethe different sets of gears in opposing order.
 25. The bicycletransmission of claim 20, wherein the at least one drive belt movercomprises a belt cage disposed about at least a portion of the drivebelt, the belt cage engaging a linear drive screw transverse to thedrive belt, the clockwise rotation of the linear drive screw moving thebelt cage in a first direction and the counterclockwise rotation of thelinear drive screw moving the belt cage in a second direction oppositeto the first direction.
 26. The bicycle transmission of claim 25,further including a Geneva mechanism structured and arranged tosynchronize the linear motion of the drive belt mover with thetransition between distal position and proximal position of the secondconical gear assembly.
 27. A method for providing a bicycle transmissioncomprising: providing a housing with a first shaft passing therethrough;providing a first conical gear assembly disposed within the housing andengaged about the first shaft, the first conical gear assembly having aplurality of first gears, each of a different size, arranged in a firstprogressive order; providing a second conical gear assemblysubstantially equivalent to the first conical gear assembly, the secondconical gear assembly having a plurality of second gears of a differentsize arranged in a second progressive order opposite that of the firstprogressive order, the second conical gear assembly engaged about asecond shaft disposed within the housing parallel to and offset from thefirst shaft, the second shaft supported by a first eccentric camdisposed in a circular bearing and a second eccentric cam coupled to acam rotator, the eccentric cams permitting the second conical gearassembly to have at least a distal position relative to the firstconical gear assembly and a proximal position relative to the firstconical gear assembly; providing at least one drive belt moverstructured and arranged to move the drive belt along the progressiveorder of gears when the second conical gear assembly is in the distalposition; and providing a Geneva mechanism structured and arranged tosynchronize the linear motion of the drive belt mover with thetransition between distal position and proximal position of the secondconical gear assembly.
 28. The bicycle transmission method of claim 27,wherein the at least one drive belt mover comprises a belt cage disposedabout at least a portion of the drive belt, the belt cage engaging alinear drive screw transverse to the drive belt, the clockwise rotationof the linear drive screw moving the belt cage in a first direction andthe counterclockwise rotation of the linear drive screw moving the beltcage in a second direction opposite to the first direction.
 29. Thebicycle transmission method of claim 28, further including a Genevamechanism structured and arranged to transition the second conical gearassembly between the proximal position and the distal position andengage the linear drive screw when the second conical gear assembly isdisposed away from the proximal position.
 30. The bicycle transmissionmethod of claim 27, further including a solenoid locker structured andarranged to lock the conical gear adjuster from operating and to holdthe second conical gear assembly in proximal position during operation.